JP4973119B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including a fastening element between a motor and a drive wheel.

The technique of patent document 1 is disclosed as a hybrid vehicle. This publication discloses a configuration in which a motor generator is provided between an engine and a stepped automatic transmission. In a hybrid vehicle, for example, when the brake is operated to decelerate, the motor generator generates a regenerative torque by the amount that reduces the braking force by the friction brake, and the kinetic energy is generated while realizing the desired deceleration. There is a case where cooperative regenerative control for recovering energy is executed to improve fuel efficiency. However, if the automatic transmission shifts by changing the fastening element during braking, the transmission torque capacity decreases and the coast generator regenerative torque cannot be transmitted, so that the target deceleration cannot be realized. In view of this, in Patent Document 1, regeneration by cooperative regenerative control is prohibited during shifting, and the braking force is ensured by switching to only the friction brake.
JP 2005-280616 A

  However, if regeneration during shifting is prohibited, a sufficient amount of regeneration cannot be ensured, and fuel consumption may be deteriorated. In addition, since the cooperative regeneration control is switched to the friction brake only, a shock may occur. Further, in order to change the speed, it is necessary to execute after the cooperative regenerative control is finished and switched to the friction brake, and there is a problem that the speed change time becomes longer.

  The present invention has been made paying attention to the above-described problem, and an object of the present invention is to provide a vehicle control device that can secure a regeneration amount even at the time of shifting.

In order to achieve the above object, according to the present invention, a motor generator, an automatic transmission that is interposed between the motor generator and a drive wheel and achieves a plurality of shift speeds by fastening release of a fastening element, and a frictional force are used. There is a friction brake that generates power, cooperative regeneration control means that cooperatively controls the regenerative torque of the motor generator and the braking force of the friction brake when a braking request is made, and a shift request for the automatic transmission when the cooperative control is executed A regenerative torque limiting means for limiting the regenerative torque to be less than or equal to the transmittable torque of the automatic transmission , wherein the regenerative torque limiting means is The torque is limited to a value smaller than the transmittable torque, and the change speed of the regenerative torque is greater than the maximum value of the response speed of the friction brake. And limits the Kunar so.

  Therefore, in the vehicle control apparatus of the present invention, it is possible to ensure regenerative energy even when the automatic transmission shifts during cooperative regenerative control, and improve fuel efficiency. Moreover, since it is not necessary to end the cooperative regeneration control, the shift time can be shortened.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing an engine start control device for a vehicle according to the present invention will be described below based on an embodiment shown in the drawings.

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram showing a hybrid vehicle by rear wheel drive to which the engine start control device of the first embodiment is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, It has a propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). Note that FL is the left front wheel and FR is the right front wheel.

  The engine E is a gasoline engine or a diesel engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from an engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. The hydraulic pressure controls the fastening and opening including slip fastening and slip opening.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). The rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The tightening / release including slip fastening and slip opening is controlled by the control hydraulic pressure.

  The automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. Details will be described later.

  The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter, abbreviated as “EV travel mode”) as a motor use travel mode in which the first clutch CL1 is disengaged and travels using only the power of the motor generator MG as a power source. It is. The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. The third travel mode is an engine-use slip travel mode (hereinafter referred to as “WSC (Wet Start Clutch) travel mode) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source. For short).

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

  In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels are moved by using the engine E and the motor generator MG as power sources. The “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source.

  During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, braking energy is regenerated and electric power is generated by the motor generator MG and used for charging the battery 4.

  Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. ing.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and in response to a target engine torque command or the like from the integrated controller 10, a command for controlling the engine operating point (Ne, Te), for example, Output to the outside throttle valve actuator. Information on the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotation position of the motor generator MG, and the motor operating point (Nm, Tm) of the motor generator MG in accordance with a target motor generator torque command or the like from the integrated controller 10. Is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The battery SOC information is used for control information of the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. To do.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator switch 7a that outputs a signal corresponding to the position of the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and the shift lever operated by the driver. In response to the second clutch control command from the controller 10, a command for controlling the engagement / disengagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch 7 a is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the braking force alone is insufficient, based on the regenerative cooperative control command from the integrated controller 10 so that the insufficient amount is supplemented by mechanical braking force (hydraulic braking force or motor braking force: hereinafter referred to as brake friction braking force). Regenerative cooperative brake control.

  In the first embodiment, a hydraulic unit is used as a brake actuator that generates a brake friction braking force. Specifically, an accumulator capable of enclosing high pressure, an electric pump capable of supplying high pressure to the accumulator, a pressure increasing valve for controlling the communication state between the wheel cylinder of each wheel and the accumulator, the wheel cylinder and reservoir of each wheel, The brake fluid pressure is controlled by controlling the pressure increasing / reducing valve in accordance with the distribution of the braking force to the wheel cylinder of each wheel. The wheel cylinder may be directly increased by an electric pump, or an electric brake that generates a braking force by controlling the position (pressing force) of the brake pad by an electric motor may be employed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out. A second clutch output speed sensor 22 for detecting the second clutch torque, a second clutch torque sensor 23 for detecting the second clutch torque TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2. And information obtained via the CAN communication line 11 are input.

  In the configuration of the first embodiment, as described later, there are two types of the second clutch CL2 depending on the gear position of the automatic transmission AT (forward brake B4 and high & low reverse clutch C2). A plurality are provided so that the temperature can be detected. The temperature sensor 10a may be configured to estimate and calculate the heat generation amount based on, for example, the slip amount of the second clutch CL2 and the engagement capacity of the second clutch CL2, and is not particularly limited.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  Below, the control calculated by the integrated controller 10 of Example 1 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator pedal opening APO and the vehicle speed VSP using the target driving force map shown in FIG.

  The mode selection unit 200 calculates a target mode from the accelerator pedal opening APO and the vehicle speed VSP using the EV-HEV selection map shown in FIG. However, if the battery SOC is equal to or less than the predetermined value, the “HEV travel mode” is forcibly set as the target mode. In the EV-HEV selection map, the WSC mode is set in order to output a large driving force when the accelerator pedal opening APO is large in the low vehicle speed range.

  The HEV → WSC switching line or EV → WSC switching line is set in a region lower than the vehicle speed VSP1 at which the rotational speed is smaller than the idle rotational speed of the engine E when the automatic transmission AT is in the first gear. A hatched area in FIG. 4 is an area where the HEV traveling mode is switched to the WSC traveling mode, and a shaded area in FIG. 4 is an area where the WSC traveling mode is switched to the EV traveling mode.

  In addition, the HEV → EV switching line for switching from the HEV travel mode to the EV travel mode is lower than the vehicle speed VSP1, which is smaller than the idle speed of the engine E when the automatic transmission AT is in the first speed. Only when it is set to allow mode switching. In other words, the EV drive mode is controlled to maintain the EV drive mode as much as possible, and once switched to the HEV drive mode, the HEV drive mode is controlled to be maintained as much as possible.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.

  The operating point command unit 400 uses the accelerator pedal opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charging / discharging power tP as a target for reaching the operating point, as a transient target engine torque. And a target motor generator torque, a target second clutch engagement capacity, a target automatic shift shift, and a first clutch solenoid current command. Further, the operating point command unit 400 is provided with an engine start control unit that starts the engine E when the EV travel mode is changed to the HEV travel mode.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch engagement capacity and the target shift speed according to the shift schedule shown in the shift map of FIG. In the shift map shown in FIG. 6, the target shift stage is set in advance based on the vehicle speed VSP and the accelerator pedal opening APO. In FIG. 6, the solid line indicates the upshift line and the dotted line indicates the downshift line.

[Configuration of automatic transmission]
FIG. 7 is a skeleton diagram showing the power train of the automatic transmission AT adopted in the drive system of the hybrid vehicle, and FIG. 8 shows a clutch / brake engagement operation table by the automatic transmission AT adopted in the drive system of the hybrid vehicle. FIG.

  As shown in FIG. 7, the automatic transmission AT includes a front planetary gear G1 having a front sun gear S1, a front carrier PC1, and a front ring gear R1 as rotation elements, and a mid sun gear S2 and a mid carrier PC2 as mid rotation elements. There are provided three sets of simple planetary gears including a mid planetary gear G2 having a ring gear R2 and a rear planetary gear G3 having a rear sun gear S3, a rear carrier PC3 and a rear ring gear R3 as rotating elements.

  Note that IN in FIG. 7 is only the motor generator MG, or an input shaft to which rotational driving torque is input from the engine E and the motor generator MG via a damper, and OUT is left and right after passing through the automatic transmission AT. This is an output shaft that outputs rotational driving torque to the wheels RL and RR.

  And, as an engagement element that determines the shift speed of forward 5 speed reverse 1 speed, input clutch C1, high & low reverse clutch C2, direct clutch C3, reverse brake B1, front brake B2, and low coast brake B3 The forward brake B4, the first one-way clutch F1, the third one-way clutch F2, and the forward one-way clutch F3 are provided.

  The input clutch C1 connects the front ring gear R1 to the input shaft IN when released, and connects the front ring gear R1 and the mid ring gear R2 to the input shaft IN when engaged. The high & low reverse clutch C2 connects the mid sun gear S2 and the rear sun gear S3 when engaged. Direct clutch C3 connects rear sun gear S3 and rear carrier PC3 when engaged.

  The reverse brake B1 fixes the rear carrier PC3 to the transmission case TC by fastening. The front brake B2 fixes the front sun gear S1 to the transmission case TC by fastening. The low coast brake B3 fixes the mid sun gear S2 to the transmission case TC by fastening. Forward brake B4 fixes mid sun gear S2 to transmission case TC when engaged.

  The first one-way clutch F1 is free to rotate in the forward rotation direction (= the same rotation direction as the engine) of the rear sun gear S3 with respect to the mid sun gear S2, and fixes reverse rotation. The third one-way clutch F2 frees the forward rotation direction of the front sun gear S1 and fixes the reverse rotation. The forward one-way clutch F3 frees the forward rotation direction of the mid sun gear S2 and fixes the reverse rotation.

  The output shaft OUT is directly connected to the mid carrier PC2. The front carrier PC1 and the rear ring gear R3 are directly connected by the first member M1. Mid ring gear R2 and rear carrier PC3 are directly connected by second member M2.

  FIG. 9 is a collinear diagram showing the relationship of the rotational elements of the automatic transmission AT. The collinear diagram represents the relationship between the rotational speeds (rotational speeds) of the rotating elements, and the rotating elements are arranged at positions separated by a gear ratio determined by the planetary gear. When the gear ratio between the front sun gear S1 and the front carrier PC1 (rear ring gear R3) is 1, the gear ratio between the front carrier PC1 and the front ring gear R1 (rear carrier PC3, mid ring gear R2) is α, and the front ring gear R1 and mid carrier. The gear ratio with PC2 is β, and the gear ratio between mid-carrier PC2 and mid-sun gear S2 (rear sun gear S3) is γ.

  FIG. 10 is a collinear diagram for achieving the first speed, FIG. 11 is a nomographic chart for achieving the second speed, FIG. 12 is a nomographic chart for achieving the third speed, and FIG. FIG. 14 is a collinear diagram when the fifth speed is achieved.

  As shown in the engagement table of FIG. 8 and the collinear diagram of FIG. 10, the automatic transmission AT is first engaged by engaging the high & low reverse clutch C2, the front brake B2, the low coast brake B3, and the forward brake B4. Achieve speed.

  Further, as shown in the engagement operation table of FIG. 8 and the alignment chart of FIG. 11, the second speed is achieved by engaging the direct clutch C3, the front brake B2, the low coast brake B3, and the forward brake B4.

  Further, as shown in the engagement operation table of FIG. 8 and the collinear diagram of FIG. 12, the third speed is achieved by engaging the high & low reverse clutch C2, the direct clutch C3, the front brake B2, and the forward brake B4.

  Further, as shown in the engagement operation table of FIG. 8 and the alignment chart of FIG. 13, the fourth speed is achieved by engaging the input clutch C1, the high & low reverse clutch C2, the direct clutch C3 and the forward brake B4.

  Further, as shown in the engagement operation table of FIG. 8 and the alignment chart of FIG. 14, the fifth speed is achieved by engaging the input clutch C1, the high & low reverse clutch C2, the front brake B2, and the forward brake B4. The reverse speed is also achieved by engaging the high & low reverse clutch C2, reverse brake B1, and front brake B2.

  In the first embodiment, as the second clutch CL2, the forward brake B4 is selected at the first speed and the second speed, and the high & low reverse clutch C2 is selected at the third speed to the fifth speed. In addition, you may control using another fastening element suitably, and it does not specifically limit.

  Here, a basic schedule of the shift control of the automatic transmission AT will be described. The automatic transmission AT according to the first embodiment basically shifts when the disengagement-side engagement element is released and the engagement-side engagement element is engaged, except for the shift that involves the one-way clutch.

  Since the first embodiment assumes shift control during cooperative regenerative control, hereinafter, upshift during cooperative regenerative control and downshift during cooperative regenerative control will be described. The shift control at the time of power-on (driving) is slightly different, but the details are omitted.

(Upshift during cooperative regeneration control)
In the disengagement side fastening element, a higher fastening hydraulic pressure is applied in consideration of the safety factor in addition to the required fastening capacity at the time of non-shifting. At this time, when a shift command is output, first, the engagement capacity of the disengagement-side engagement element is gradually reduced to the last engagement capacity that does not slip.

  On the other hand, in the fastening side fastening element, first, a precharge phase in which a high hydraulic pressure is applied for a predetermined time to perform backlash of the piston stroke and then returned to a low hydraulic pressure again, and then the fastening capacity is increased so that the hydraulic pressure gradually increases. The torque phase is increased to a weak interlock state. In the upshift during cooperative regenerative control, if the engagement capacity of the disengagement side engagement element is reduced all at once, negative torque is applied to the motor generator MG, so that the shift itself proceeds without particularly increasing the engagement capacity on the engagement side. And start the inertia phase. Thereafter, as the fastening capacity of the disengagement side fastening element is greatly reduced, the fastening capacity of the fastening side fastening element is greatly increased to advance the shift.

  Furthermore, when the inertia phase is completed and the gear ratio corresponding to the target shift speed is reached, the disengagement-side engagement element is in a completely disengaged state, and the engagement-side engagement element is immediately engaged to increase the engagement capacity to the engagement capacity considering the safety factor. The shift is completed through the phase.

(During downshift during cooperative regeneration control)
The downshift at the time of cooperative regeneration control basically has only to increase the input rotational speed to the automatic transmission AT. Similar to the upshift, the fastening capacity of the release-side fastening element is gradually reduced, and the fastening capacity of the fastening-side fastening element is gradually increased to enter the torque phase. Since negative torque is acting on the motor generator MG during the cooperative regeneration control, in this case, the torque phase is a phase necessary for preventing the input rotational speed of the automatic transmission AT from excessively decreasing. The torque phase at the time of power-on is different in that it is a phase necessary to surely prevent the input transmission overspeed (so-called engine air blow) of the automatic transmission AT.

  Thereafter, the inertia phase is started by further reducing the fastening capacity of the release side fastening element and simultaneously raising the fastening side fastening capacity. After completion of the inertia phase, the disengagement side engagement element is in a completely released state, and the engagement side engagement element completes the shift through the engagement end phase in which the engagement capacity is increased at a stretch to the engagement capacity considering the safety factor.

  The relationship between the hydraulic pressure and the fastening capacity in the present specification will be described. The fastening force of each fastening element is controlled by hydraulic pressure, and the fastening hydraulic pressure acting on the fastening element has a causal relationship with the maximum fastening force that can be transmitted by the fastening element, that is, the fastening capacity. Therefore, when the torque acting on the fastening element is smaller than the fastening capacity, only the torque acting is transmitted, and when the torque acting on the fastening element is larger than the fastening capacity, only the torque corresponding to the fastening capacity is transmitted.

  FIG. 15 is a block diagram illustrating a control configuration of cooperative regeneration control according to the first embodiment. This control configuration includes the above-described AT controller 7, integrated controller 10, and brake controller 9.

  In the AT controller 7, each engagement element in the automatic transmission AT is engaged based on each clutch / brake oil pressure signal detected based on the second clutch oil pressure sensor 18 or a supply oil pressure signal to each engagement element. A fastening capacity calculation unit 701 for calculating the capacity is provided. In addition, it is good also as a structure which equips an oil path etc. which supply fastening pressure to all the fastening elements, and reads a hydraulic sensor value.

  Further, a transmission input possible torque calculation unit 702 that estimates and calculates an input possible torque of the automatic transmission AT based on the engagement capacity calculated in the engagement capacity calculation unit 701, and a shift command is output during cooperative regeneration control described later. A fastening capacity change speed restriction processing unit 703 is provided for restricting the fastening capacity change speed of each fastening element.

  Here, the estimation calculation of the transmission input possible torque calculation unit 702 will be described. The torque that can be input to the automatic transmission AT (that is, the regenerative torque that can be generated by the motor generator MG) depends on the torque that can be applied to the drive wheels and the fastening capacity of the fastening element that has achieved the current gear. It is determined. The input torque is defined as Tin, the torque that can be applied to the drive wheels is defined as Tout, and the torque corresponding to the engagement capacity of the engagement element that has achieved the current gear is defined as Tt. For the sake of explanation, the case of downshifting from the fifth speed shown in FIG. 14 to the fourth speed will be described.

  When downshifting from the fifth speed to the fourth speed, the engagement capacity of the front brake B2 is released and the direct clutch C3 is engaged. Therefore, the engagement capacity Tt of the engagement element that has achieved the current gear stage represents the engagement capacity of the front brake B2.

In the state where the fifth speed is maintained, the rotational moment of the rigid lever on the nomograph can be regarded as 0, so the following relational expression is established.
(Formula 1)
Tt (1 + α) −βTout = 0
Moreover, the following relational expression holds from the relation of balance.
(Formula 2)
Tin = Tt + Tout
Therefore, if Tout is deleted by substituting Equation 1 into Equation 2,
Tin = {(1 + α + β) / β} Tt
Is obtained.

  In this relational expression, a value corresponding to the gear ratio can be calculated at each shift stage. Therefore, the transmission input possible torque calculation unit 702 estimates and calculates the transmission input possible torque based on the calculation result of the engagement capacity calculation unit 701. A value obtained by subtracting a predetermined value in consideration of the safety factor from the value calculated by the transmission input possible torque calculation unit 702 may be used as the transmission input possible torque.

  The fastening capacity change speed limit processing unit 703 is provided for the following reason. In the hybrid vehicle of the first embodiment, when a shift command is output during cooperative regeneration control, regeneration torque is generated even during the shift. However, when the regenerative torque is limited, it is necessary to share the shortage with the brake friction braking force. If the engagement capacity is changed with a response higher than the response of the brake actuator that generates the brake friction braking force, the brake actuator cannot follow, and the deceleration may vary.

  Therefore, the engagement capacity change speed is limited to be lower (or equivalent) than the maximum response speed value (time constant or the like) of the brake actuator to prevent the fluctuation of the deceleration. Needless to say, by limiting the engagement capacity change speed, the change speed of the transmission-inputtable torque is also restricted at the same time.

  In the brake controller 9, calculation is performed by a driving mode (HEVorEV, etc.), a current shift speed, a required braking force calculation unit 901 that calculates a required braking force based on a shift command, and a regenerative torque limit calculation unit 102 described later. Between the braking friction braking force and the regenerative torque of the motor generator MG based on the determined regenerative torque limit value, the required braking force calculated by the required braking force calculating unit 901, and the determination result of the regenerative permission condition determining unit 103 described later. A braking force distribution calculating unit 902 that calculates the braking force distribution is provided.

  Here, the required braking force is calculated as a deceleration to be achieved by the vehicle based on the driver's brake pedal operation, and the braking force that achieves this deceleration is used as the required braking force. In order to achieve deceleration as a whole vehicle, the total braking force acting on the driven wheels and drive wheels must match the required braking force, so when the engine is operating (when the first clutch CL1 is engaged) The engine braking force corresponding to the gear ratio is taken into consideration, and the gear ratio between the motor generator MG and the drive wheels is taken into account during regenerative braking by the motor generator MG.

  In the first embodiment, the distribution of braking force means that the motor generator MG is connected to the rear wheel, so that the brake friction braking force of the front wheel, the brake friction braking force of the rear wheel, and the motor generator of the rear wheel. Represents the distribution of regenerative braking force by MG. Therefore, the braking force distribution calculation unit 902 calculates the brake friction braking force command value and the cooperative regeneration request motor generator torque.

  Basically, all of the required braking force is achieved with the regenerative braking force by the motor generator MG as much as possible, but the braking force with only the rear wheels is often difficult from the viewpoint of load movement, etc. The braking friction braking force of the rear wheel is secured when the braking friction braking force is applied.

  In the integrated controller 10, in addition to the control block shown in FIG. 2, a regenerative torque limit calculation unit 102 that calculates a regenerative torque limit value based on the transmission-inputtable torque, a state of charge SOC of the battery 4, a vehicle speed VSP, and Maximum regenerative torque calculation unit 101 that calculates the maximum regenerative torque based on the motor generator speed, etc., and whether or not the regenerative permission condition is satisfied based on the running mode (HEVorEV, etc.), the current gear position, and the shift command A regeneration permission condition determining unit 103 for determining

  Further, the final motor generator torque command value is calculated based on the cooperative regeneration request motor generator torque calculated by the braking force distribution calculation unit 902 and the target motor generator torque calculated by the operating point command unit 400 shown in FIG. A motor generator torque command calculation unit 104 for calculation is provided.

  The maximum regenerative torque calculation unit 101 calculates the maximum regenerative torque that can be achieved by the motor generator MG from the current running state. Even if the cooperative regenerative request motor generator torque from other calculation units is large, When the maximum regenerative torque is smaller, the braking force distribution is performed based on the maximum regenerative torque.

  The regenerative torque limit calculation unit 102 sets a value corresponding to the transmission-inputtable torque as the regenerative torque. Then, this regenerative torque is selected low with the aforementioned maximum regenerative torque, and the selected value is set as the regenerative torque limit value.

  FIG. 16 is a flowchart illustrating the regenerative torque limiting process according to the first embodiment. This control is performed by the regenerative torque limit calculation unit 102 in the integrated controller 10.

  In step S1, it is determined whether or not the cooperative regenerative control is being performed. If the cooperative regenerative control is being performed, the process proceeds to step S2, and otherwise the control flow is terminated.

  In step S2, it is determined whether or not there is a shift request. If there is a shift request, the process proceeds to step S3, and otherwise, the control flow ends.

  In step S3, when the shift control is performed in the AT controller 7, the engagement capacity change speed so that the change speed of the engagement capacity of the disengagement element on the release side or the engagement side is less than a predetermined value considering the response of the brake actuator. Perform restriction processing. This process is executed only when a shift request is made during cooperative regenerative braking, and is appropriately executed by the AT controller 7. Thus, if the engagement capacity change speed is limited, the change speed of the transmission-inputtable torque is also uniquely limited. In the first embodiment, the AT controller 7 executes the configuration. However, the change speed may be limited based on a command from the regenerative torque limit calculation unit 102 of the integrated controller 10.

  In step S4, it is determined whether or not the maximum regenerative torque is larger than the transmission input possible torque. If so, the process proceeds to step S5. Otherwise, the process proceeds to step S6 (corresponding to the above-mentioned select low).

  In step S5, the regenerative torque limit value is output to the braking force distribution calculation unit 902.

  In step S6, it is determined whether or not the shift control is in the inertia phase. If the shift control is in the inertia phase, the process proceeds to step S7. In other phases (the phase where the gear ratio change has not started or ended), step S7 is performed. Otherwise, the control flow is terminated.

  In step S7, the regenerative torque limit value is set to 0, and 100% of the required braking force is executed by the brake friction braking force. This control is performed at the start and end of the inertia phase. Since the engagement capacity does not change particularly at the start and end of the inertia phase, the regenerative torque limit value change speed cannot be defined according to the engagement capacity change speed. Therefore, during the inertia phase, the regenerative torque limit value change speed is restricted to a value lower than (or equivalent to) the maximum response speed of the brake actuator (time constant, etc.) separately from the restriction of the engagement capacity change speed, It is preventing.

  The control process will be described based on the time chart of FIG. FIG. 17 is a time chart when a downshift is performed during cooperative regenerative braking.

  When a shift command is output based on the shift map at time t1 during cooperative regenerative braking, the torque phase is started through the precharge phase. The fastening capacity of the release-side fastening element is gradually reduced, and the fastening capacity of the fastening-side fastening element is gradually increased to enter the torque phase.

  At this time, the transmission input possible torque of the automatic transmission AT gradually decreases as the engagement capacity of the disengagement side engagement element decreases, and accordingly, the regenerative torque limit value also decreases. Therefore, the regenerative braking force of motor generator MG gradually decreases, and the brake friction braking force gradually increases to ensure the required braking force (the braking force distribution is gradually changed).

  At the time t2, when the torque phase ends, the fastening capacity of the disengagement side fastening element is reduced at once, and the inertia capacity is started by raising the fastening capacity of the fastening side fastening element at once. At this time, the change rate of the engagement capacity of the disengagement side engagement element is limited, and the change rate does not become larger than the response of the brake actuator that generates the brake friction braking force.

  When the inertia phase starts, the rotation speed of the motor generator MG starts to increase. At this time, if negative torque is applied to the motor generator MG, the increase in the rotational speed of the motor generator MG is hindered and the progress of the shift is delayed. Therefore, in the inertia phase, the regenerative torque limit value is set to 0 and all of the required braking force is applied to the brake friction. Secure by braking force.

  When the inertia phase is completed at time t3, the fastening capacity of the fastening side fastening element is increased at a stretch and the state is shifted to the complete fastening state. At this time, the fastening capacity changing speed of the fastening side fastening element is limited, and the changing speed does not become larger than the response of the brake actuator that generates the brake friction braking force.

  As the fastening capacity of the fastening side fastening element increases, the transmission input possible torque of the automatic transmission AT also rises, and the regenerative torque limit value also rises accordingly. Therefore, the regenerative braking force of motor generator MG gradually increases, and the brake friction braking force gradually decreases so that the required braking force does not become excessive (the braking force distribution is gradually changed).

  Here again, as with the start of the inertia phase, the engagement capacity change speed of the engagement side engagement element is limited, and the change speed does not become larger than the response of the brake actuator that generates the brake friction braking force. Then, at time t4, when the fastening capacity of the fastening side fastening element is in a completely fastened state, the shift is finished.

  As explained above, in the cooperative regeneration control of the first embodiment, the following effects can be obtained.

  (1) A regenerative torque limit calculation unit 102 is provided that restricts the regenerative torque to be less than the transmittable torque of the automatic transmission AT when there is a shift request of the automatic transmission AT during the execution of the cooperative regenerative control. Therefore, it is possible to secure regenerative energy even when the automatic transmission AT shifts during cooperative regenerative control, and fuel efficiency can be improved. Moreover, since it is not necessary to end the cooperative regeneration control, the shift time can be shortened.

  (2) A transmission input possible torque calculation unit 702 (transmittable torque estimation means) for estimating transmission input possible torque based on the fastening capacity of the fastening element of the automatic transmission AT is provided. Therefore, the transmission input possible torque can be accurately estimated according to each shift type.

  (3) The fastening element is composed of a release-side fastening element that is released at the time of shifting and a fastening-side fastening element that is fastened, and the transmission-inputtable torque is equal to the fastening capacity of the releasing-side fastening element before the start of the inertia phase. Based on this, the transmission input possible torque is estimated, and after the inertia phase is finished, the transmission input possible torque is estimated based on the fastening capacity of the fastening side fastening element.

  Therefore, the fuel efficiency can be improved by continuing the cooperative regeneration control even during the shift. In addition, it is not necessary to switch to the brake friction braking force suddenly, and the fluctuation of the deceleration can be suppressed.

  (4) When the shift state of the automatic transmission AT is the inertia phase, the regenerative torque limit calculation unit 102 is limited to a value smaller than the torque that can be input to the transmission. The small value includes 0.

  In downshift during coordinated regenerative control, even if it is necessary to increase the rotation speed of motor generator MG, if negative torque, which is the regenerative torque, acts on motor generator MG, the increase in rotation speed is hindered and the shift time becomes longer. Or a shift shock occurs. Therefore, during the inertia phase, the regenerative torque is limited as much as possible, so that it is possible to suppress the feeling of extension during the shift and the shift shock.

  (5) The regenerative torque restriction calculation unit 102 restricts the change speed of the regenerative torque to be lower than the friction brake operating response speed maximum value. In particular, it was decided to limit at the start and end of the inertia phase. Therefore, when switching from the regenerative braking force to the brake friction braking force, a stable deceleration can be obtained by suppressing the switching shock.

  (6) The regenerative torque limit calculation unit 102 limits the fastening capacity change speed of the fastening element to be lower than the maximum value of the friction brake operation response speed. Since the regenerative torque limit value is set based on the engagement capacity, limiting the engagement capacity change speed is synonymous with limiting the regenerative torque limit value change speed. Therefore, it is possible to limit the change speed of the regenerative torque limit value by limiting the engagement capacity change speed. When switching from the regenerative braking force to the brake friction braking force, the switching shock is suppressed, so that a stable deceleration can be achieved. Obtainable.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to these Examples about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention. Although the first embodiment does not particularly mention the engaged state of the first clutch CL1, when the first clutch CL1 is engaged, the regenerative torque may be limited in consideration of the engine braking force and the like. On the other hand, when the first clutch CL1 is completely released, the regenerative torque can be secured more efficiently.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which a start-time engine start control device according to a first embodiment is applied. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows the EV-HEV selection map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. 3 is a shift map of the automatic transmission according to the first embodiment. 1 is a skeleton diagram of an automatic transmission according to a first embodiment. 3 is a fastening operation table of the automatic transmission according to the first embodiment. FIG. 2 is a collinear diagram of the automatic transmission according to the first embodiment. FIG. 3 is a collinear diagram illustrating a first speed of the automatic transmission according to the first embodiment. FIG. 3 is a collinear diagram illustrating a second speed of the automatic transmission according to the first embodiment. FIG. 3 is a collinear diagram illustrating a third speed of the automatic transmission according to the first embodiment. FIG. 6 is a collinear diagram illustrating a fourth speed of the automatic transmission according to the first embodiment. FIG. 6 is a collinear diagram illustrating a fifth speed of the automatic transmission according to the first embodiment. It is a block diagram showing the cooperative regeneration control of Example 1. 3 is a flowchart illustrating cooperative regeneration control according to the first embodiment. 3 is a time chart illustrating cooperative regeneration control according to the first embodiment.

Explanation of symbols

E engine
FW flywheel
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
FL Left front wheel
FR Right front wheel 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 First clutch controller 6 First clutch hydraulic unit 7 AT controller 8 Second clutch hydraulic unit 9 Brake controller 10 Integrated controller 24 Brake hydraulic sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
500 Shift control
701 Fastening capacity calculator
702 Transmission input possible torque calculation section (transmittable torque estimation means)
703 Fastening capacity change speed limit processor
102 Regenerative torque limit calculation unit (Regenerative torque limiting means)

Claims (5)

A motor generator;
An automatic transmission which is interposed between the motor generator and the drive wheel and achieves a plurality of shift stages by fastening release of a fastening element;
A friction brake that generates braking force by friction force;
Cooperative braking control means for controlling the regenerative torque of the motor generator and the braking torque of the friction brake at the time of a braking request;
Regenerative torque limiting means for limiting the regenerative torque to be less than or equal to the transmittable torque of the automatic transmission when there is a shift request of the automatic transmission during execution of the cooperative regenerative control;
Equipped with a,
When the shift state of the automatic transmission is an inertia phase, the regenerative torque limiting means limits the regenerative torque to a value smaller than the transmittable torque, and the change speed of the regenerative torque is the maximum operation response speed of the friction brake. A control device for a vehicle, characterized by being limited to be lower than the value . The vehicle control device according to claim 1,
A vehicle control apparatus comprising: a transmittable torque estimating means for estimating the transmittable torque based on a fastening capacity of a fastening element of the automatic transmission. The vehicle control device according to claim 2,
The fastening element is composed of a release side fastening element that is released at the time of shifting, and a fastening side fastening element that is fastened.
The transmittable torque estimating means estimates the transmittable torque based on the fastening capacity of the disengagement side fastening element before the start of the inertia phase, and based on the fastening capacity of the fastening side fastening element after the end of the inertia phase. A vehicle control apparatus, characterized in that it is means for estimating a transmittable torque. The vehicle control device according to any one of claims 1 to 3,
The regenerative torque limiting means limits the fastening capacity change speed of the fastening element so as to be lower than a maximum value of the operation response speed of the friction brake . The vehicle control device according to any one of claims 1 to 4,
An engine disposed at a position facing the automatic transmission via the motor generator;
A clutch capable of connecting and disconnecting the engine and the motor generator;
Control device for a vehicle, wherein a provided.

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